Cooling system



March 16, 1954 E, N, WOOD 2,672,131

COOLING SYSTEM Filed May 16, 1950 2 Sheets-Sheet l INVENTOR.

z'erevr 9/601! March 16, 1954 E. N. WOOD COOLING SYSTEM 2 Sheets-Sheet 2 Filed May 16, 1950 INVENTOR rzre' ?Z BY 2 2 7/ Patented Mar. 16, 1954 UNITED STATES PATENT OFFICE COOLING SYSTEM Everett N. Wood, Cedar Rapids, Iowa Application May 16, 1950, Serial No. 162,276 7 Claims. (01. 12341.08)

This invention relates in general to internal combustion engine cooling systems and in particular to apparatus for greatly reducing aeration of the coolant fluid.

The use of internal combustion engines has reached the point where everyone comes in contact with them daily. The modern automobiles, trucks, and diesel locomotives are a few examples of the general use of such engines. The operation of internal combustion engines presents the problem of cooling them. Liquid cooling systems are most commonly used. The liquid is'circulated through cooling passages of the engine by thermosyphon or other suitable means. As the engine is started it begins to warm up and thus causes expansion of the coolant fluid.

If'there is no provision to allow for this expansion, the fluid will be lost from the cooling system through a suitable overflow outlet. When the engine has cooled somewhat, it will suck the coolant to a lower level and this usually occurs rather violently. This sucking mixes air with the fluid and pulls it down into the engine where it causes hot spots. It is this aeration which causes overheating of the loss of fluid. It is very desirable therefore, to prevent the loss of fluid from the cooling system and also to prevent the coolant system from becoming aerated.

It is an object of this invention to provide an internal combustion engine cooling system which eliminates the aeration of the coolant fluid.

Another object of this invention is to provide means for reducing the occurrence of high temperature hot spots and changing them into low mean average temperature areas.

Yet another object of this invention is to increase the efficiency of operation of an internal combustion engine.

Still another object is to provide means for eliminating aeration and loss of the fluid due to expansion, evaporation or heat surging caused from aeration of the cooling system.

Another object of this invention is to control the temperature in the engine block and head so that hot spot temperatures are held to a constant, uniform temperature thus giving a higher motor performance due to the elimination of detonation.

To prolong the life on an internal combustion engine by preventing high temperature fhot spots which cause breakdown of the engine lubricant is still another object of this invention.v

A feature of this invention is found in the provision of a surge tank connected to the fluid engine and excessive reservoir of a cooling system wherein the overflow from the reservoir may pass through a first passage to a surge tank upon expansion of the fluid and wherein a second passage-way having a one-way valve allows the fluid to pass from the surge tank to the reservoir when a negative pressure differential exists between the two tanks. 7

Further objects, features, and advantages of this invention will become apparent from the following description and claims when read in view of the drawings, in which.

Figure 1 is a perspective view of the front end of an automobile showing applicants invention installed therein;

Figure 2 is a sectional view taken on line 22 of Figure 1 showing the surge tank and reservoir with the fluid passages interconnecting therein;

Figure 3 is a cutaway, sectional, perspective view of the interconnecting passageways of this invention;

Figure 4 is a sectional view of the valve assembly of this invention; and,

Figure 5 is a detailed view of a bafile plate.

Figure 1 illustrates the front end of an automobile, designated generally as I 0, which has an engine II, radiator l2, and coolant system tank IS. A pipe l4 connects the cooling passages of the engine I I with the tank IS. A second tube, not shown, connects the bottom of the radiator to the engine cooling system and the fluid is circulated by a pump through the cooling system.

The coolant system tank compartments to provide a a surge tank ll. This is best shownin Figures 2 and 3. A partition [8 extends from one wall IQ of the tank I 3 to the opposite wall 2!. The partition 3 has downwardly extending portions 22 and 23 adjacent the walls l9 and 2|. The portion 22 slants generally upwardly toward each end of the tank l3, whereas the portion 23 extends generally downwardly toward the ends 24. An end portion 26 of the partition I8 is curved downwardly so that as the reservoir I6 is filled with fluid no air will be trapped in the portion 22 or 2t, but it will flow upwardly to portion 23 in the middle of the tank.

A filler neck 21 is attached to the top of tank I3 and extends partially into the tank and engages the partition I8. An opening 23 is formed in the bottom ii of the filler neck 21 and mates with an opening 20 formed in' partition it. The upper end 29 of the filler neck is threaded for I3 is divided into two fluid reservoir i6 and receiving thereon an air-tight cap 30 shown in Figure 2.

.eoolant fluid being used.

surge tank li and its. .opposite through thepartitionlt and is in communicat thebottom oi the partition l3. H extendsthroughthe .wall.ofthereservoir l5 opening .Zdand down through Extending downwardly from the bottom [5 of the filler neck 21 is a two-way passage tube, or valve line, 3|. It is shown in detail in Figure 4. One end is formed with an external hexagonal head 32 and adjacent the head are external threads 33. The opposite end 34 of the tube has retaining means 36 mounted therein. The spring retainer 36 is G-shaped and is retained in a groove 31 formed in the tube 3!.

A partition; 38 extends acrossthe passageway of the tube 3| adjacent the end 34 andan opening 39 is formed. transversely through the wall of the tube adjacent partition 38 to form an opening for the fluid passing through the head 32. A second opening M is formed transversely through the tube 3| to allow fluid communication through the end 34 of the tube.

A float valve 42 is retainedbetween the-retainer 3t and a valve seat 43 formed adjacentthe partition 38. The valve 42 is a ball and has a specific. gravity slightly less than vthat oi the If water is being used as .the coolant, applicant has found that polythene is a very satisfactory material for the ball "62. This material has a specific gravity of 0.92

and'thus floats in water or anyrnixture which has a specific. gravity greater .than 9.92. The

.ball'til should not have any affinity for oil, alcohol,

or coolant system sediment.

The tube 3:; is threadedly received through the bottom'lS and extends downwardly through the end extends tion with reservoir iii."The connections between v.the tube 3l, and.the bottom. it and partition iii are airtight.

-The.openingstii.andlll open into the tankli '4.

. A baffle platelet isiormedwith a central opening it which its about tube 3! adjacentand above the ,openingfidu'lhe. tube is loosely received through openingfia. .Theplate-E may be formed..with .openings Ali-1t is shown in detail inFigure. 5 and comprises a central portion ll which is.formed with. a. centralopening as for receiving,thetubeel therethrough. Ends ii) ,extend v.downwzndly..at.either side of the .bafile plate and. asshown in Figure 2.do not engage .The inlet tube and, the projecting, portiontil .ser-ves. somewhat as a to prevent scrubbing and turbulence. in

. the .reservoir.

, .In operation, the-cap 3!! is removed, and liquid,

for examplenvater, ispoured into the system. The water. flows through the opening 20 and into the reservoir it before passing into the radiator tubes Bland intothe engine. is'full more water.- is. added until the .2? isfilled to a..level When the reservoir flllerneck even .with the upper end .32 of the'tube 31.. .Water. thenflows downtube It is .to .beunderstood that water does Water. is poured into the surge tank until it is full. Thenthe cap. 3% is screwed onandtheengine may be started.

.Asthe engine warms, up, .the water expands and flows fromlthe reservoir tothesurgetank i'l bypassing fromthefiller. neck 21. through the the tube'3l, and out the opening 39.1The ball G2 .still prevents fluidfrorrr entering ;ther lower endgof the tube 3 i, and-out the opening 4 I i "The thermal expansion causes fluid to pass out of the surge tank drawn into the engine H through an overflow pipe 44 connected to the top of the surge tank if the surge tank is too full.

When the engine cools slightly and draws water from the reservoir l6, negative pressure is exerted on the ball 42 and it drops and allows water from the surge tank H to satisfy the need of the engine. In case of a violent collapse water will be drawn up tube 3! from the chamber below the plate 245 through the openings 4%: into cap 2i! as well as past ball 42. The engine demand for water is sometimes very violent and air would be if it were not for the .structure of applicants invention. When sufr the .valve 42 closes until irom becoming-clogged or stuck due flcient water has been supplied to the engine,

more water is needed. The delicate balance of the ball 42 prevents it to sediment or-oil. -:It moves very rapidly from the valve seat .walls to cool them.

,. Applicant has found 43 to the retainer 36 and thus forces foreign matter out of the tube 3!.

;'The battle plate 45 about the tube 3i prevents air from being drawn into the fluid when the engine is exerting negative pressure on the reservoir 1 B.

The reservoir i6 is completely filled with water at alltiines as well as the filler neck Zl and the tube 3!. The depth of waterin the surge tank should be. maintained .at least one-half full at all times. When the fluid is first addedto the system, the. level should be frequently checked and more added until. all the air is out of the fluid.

that it requires approximately 24 hours to completely deaerate the cooling fluid. Once it has beencompletely deaerated,

however;verylittlefluid will have to be added. Applicant has operated an automobile equipped with this invention for a year with a solution of alcohol andwater andloss of fluid has been negligible. Extensive, experiments have shown thatthe causepof loss of. fluid andexce heatdrawn intotheengine accumulates to icrm bubbles .and prevent the fluid from contacting the hot This results in a breakdown of thelubricantand excessive wear and failure of the engine. The extreme heat thusv developed, blows the fluidfromthe radiator. Applice' ts invention prevents aeration by iurr inea reservoir which iscompletely full oilicuid and .thus,,no air .canbe drawn into the cooling 3: 25- tern of the .engineas fluid isdemanded. The baifleplateAS preventsvair from being drawn into the system from the. .surgetank past the valve e2 or upvalveline body SI.

The cooling system. may be maintained above by the addition of a pressurerelease valve in overflow tube &5. The system operates substantially in the same manneraswhen thetube 44 is open to the atmosphere.

It is seen that this invention provides means for efliciently cooling an engine without loss .of

coolant fluid, oraeration.

,Although this .invention has been described with respect'to apreierred embodiment thereof it is not to be so limited as changes and modifications may be madetherein which are within the full intended scope of the inveinion as defined ,bythe. appended claims.

'16 attached above said reservoir,

.7 I claim:

. 1.Apparatus, for,c0ntr.olli f .the temperature of an. internal. .combusti0n engine comprising a reservoirconnected topthe cooling system of said Qngineand supplying fluid thereto, a surge tank a first fluid inlet connecting the upper portion of said reservoir with the surge tank, a second passageway connecting the lower end of said surge tank with a lower portion of said reservoir, and a one-way ball valve within said second passageway for preventing fluid from flowing from said reservoir into said surge tank.

2. In an apparatus according to claim 1 wherein said valve comprises a valve seat, and a ball valve of a material which has a specific gravity slightly less than the specific gravity of the fluid used in the cooling system.

3. Apparatus for cooling an internal combustion engine comprising a reservoir connected to the cooling system of said engine having a generally curved top portion, a surge tank attached to the top of said reservoir, a filler neck connected to said surge tank extending into the said reservoir, a first fluid passage connecting the top portion of said reservoir with said surge tank, and a second passageway connecting the bottom of said surge tank with said reservoir, a one-way valve within said passageway preventing fluid from flowing from said reservoir into said surge tank and the top portion of said reservoir formed so that gases will be forced upward to said first passageway as the reservoir is filled with fluid.

4. Apparatus for preventing aeration of an engine cooling system comprising, a radiator top tank connected in said cooling system, a partition within said tank dividing it into a reservoir and a surge tank, a first fluid passageway connecting the top of said reservoir with said surge tank, a second passageway connecting the bottom of said surge tank with said reservoir, a one way valve within said second passageway allowing fluid to flow from the surge tank to the reservoir when a negative pressure exists between them, an overflow tube attached to the top of said surge tank, and a pressure release valve within said overflow tube adjustable to a predetermined pressure.

5. In a system according to claim 4 wherein said one way valve comprises a float valve which has a specific gravity slightly less than that of the cooling fluid.

6. In a system according to claim 4 wherein a bafiie plate is attached to the surge tank about the outlet of said second passageway to prevent air being drawn into the cooling fluid as it is withdrawn from the surge tank.

'7. Apparatus for preventing aeration of an engine cooling system comprising, a radiator top tank connected in said cooling system, a partition within said tank dividing it into a reservoir and a surge tank, a first fluid passageway connecting the top of said reservoir with said surge tank, a second passageway connecting the bottom of said surge tank with said reservoir, a oneway ball valve within said second passageway allowing fluid to flow from the surge tank to the reservoir when a negative pressure exists between them, the ball of said ball valve formed of material with a specific gravity slightly less than the specific gravity of the cooling fluid, and a baffle plate mounted in the surge tank above the opening into the second passageway.

/ EVERETT N. WOOD.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,658,933 Muir Feb. 14, 1928 1,658,934 Muir Feb. 14, 1928 1,767,598 Mallory June 24, 1930 1,998,695 White Apr. 23, 1935 2,067,924 Illsely Jan. 19, 1937 2,127,271 Schenk Aug. 16, 1938 FOREIGN PATENTS Number Country Date 176,087 Great Britain i of 1922 

